Fuel-feeding system for carburetors



H. HElD FUEL FEEDING SYSTEM FOR CARBURETORS Filed June 28, 1922 3 Sheets-Sheet 1 In wenaf Hansew? om 7 '1924. Mimes H. HElD FUEL FEEDING SYSTEM FOR CARBURETORS Filed June; 28. 1922 s sheets-sheet, 2

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[n @fen im" emsez'd @et 3924, 'gms H. HEID FUEL FEEDING SYSTEM FOR cARBUREToRs Filed June 28 1922 3 Sheets-Shea?, 5

Patented Oct. 7, 1924.

UNITED STATES 151mm PATENT OFFICE.

HANS HEID, OF BERLIN-SUDENDE, GERMANY, ASSIGNOR T0 NORDDEUTSCHE KHLER,-

. FABRIK A-G, OF BERLIN-TEMPELHOF, GERMANY.

FUELFEEDING SYSTEM FOR CABBURETORS.

Application led .Tune 28, 1922. Serial No. 571,538.

To all lwhom t may concern.'

Beit known that I, HANS Hrm), a citizen of Germany, residing at Berlin-Sudende, Germany, have invented certain new and useful Improvements in Fuel-Feeding Systems for Carburetors; and l do hereby de clare the following to bea full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

rlhe invention relates to new and useful improvements in fuel feeding systems for carburetors, and more particularly to that class wherein the pressure of the exhaust gases acts on the fuel in a tank below the carburetor, to lift it into an auxiliary vessel of relatively small capacity, wherefrom the fuel may be fed by its own gravity to the carburetor.

lt is the object of my invention to devise a system of the above class which shall be reliable in its' operation, simple in its construction and whereby the fuel will give a better eifect than with the known systems.

lt is an important feature of the invention that the common spring controlled valve allowing the exhaust gases to pass to the main tank is arranged on the auxiliary vessel. The exhaust gases give 0E their heat to the auxiliary vessel and its contents before reaching the reducing valve which therefore remains cool. Heretofore this valve has been arranged on the exhaust manifold and its spring has become deteriorated by the heat of the gases after a comparatively short time.

Further objects and advantages of the invention will be apparent in reading the specification and from examination of the drawings, forming part of the present application for Letters Patent.

rlhe invention is illustrated in the accompanying drawings, in which- Fig. 1 illustrates my improved system dia- .grammatically in connection with an auxiliary vessel, shown in Figs. 3 and 4.

Fig. 2 shows an embodiment of my invention with an auxiliary vessel constantly open to the atmosphere; a modiiied construction with an auxiliary vessel normally closed to the atmosphere is illustrated in Figs. 3 and l in two dierent sections turned to each other about 90. Fig. 3 showing the exit of the gases and Fig. d the entrance of the gases and of the fuel, Fig. 5 shows a modi- L, f enclosed by the pipe y suitably fastened by the screwed plug e. The part y with the y pipes z, f can be easily removed.y

According to the present invention the exhaust gases for producing the pressure in the main tank 5 are led through the said pipes of the auxiliary vessel. 'llhey pass through a branch pipe o of the exhaust manifold 2 of the motor 1 and enter through the plug e into the pipe y. The pipe f is closed at its lower end and is perforated in its upper part, while the pipe it is open at its lower end and closed at its upper end by the pressure reducing valve g. The gases are therefore forced to pass in zigzag through the pipes to the valve g thereby giving ofi their heat to the fuel contained in the vessel a and depositing their carbon and their other impurities in the pipes. The pressure reducing valve g is combined with the relief valve a both being held on their' seats by the springs 3, 4. rl`he cool and clean gases do not impair the operation of these springs as heretofore experienced with the hot, uncleaned gases. rllhe pipe z' leads the gases to the main tank 5, wherein they press upon the surface of the fuel. Owing to this pressure the fuel is fed through the pipe and the valve c into the vessel a. The valve 7c is controlled by the float Zthrough the medium of the two-armed lever m. When sucient fuel has been accumulated in the vessel a the float Z closes the valve is. rlhe fuel pressed upwards in the pipe a: helps to keep the valve 7s closed on its seat. The vessel o is open through the vent n to the atmosphere so that the fuelis fed by its own gravity from the vessel a through the pipe d to the carburetor 6. The inlet of the gases and the outlet of the fuel are arranged in close prox-l imity in the bottom of the vessel in order that the fuel may be eectively heated before passing to the carburetor.

ln Figs. 3, t like numerals designate the like parte. The construction shown in this lll@ instance is a more elaborate one and differs- 1s at rest or 1n other instances when there is nopressure 1n the mam tank. There 1S no -loat controlled valve' for the inlet 0f the running o fuel.

The exhaust gases enter through the passage e into the chamber o and the pipe y enclosing the perforated pipes h, f. The gases cooled-off and cleaned in these pipes leaves through the pressure reducing valve g for the passage i to the main tank. The fuel is lifted from the main tank through the connecting pipe a: and the passage c into the vessel a and is fed through the plug d to the carburetor. The passage c has a depending prolongation v for the purpose hereinafter described. For the air-vent n there is provided the float valve t arranged in the guide-tube s and supported in its lowest position by the cross pin 8.

Assuming the float valve s be in its lowest position or in any other position uncovering the air vent n, the fuel contained in the vessel a is fed by its own gravity 'through the plug. d to the carburetor. These conditions exist in starting the engine or in other instances when there is no pressure in the main tank to lift the fuel into the auxiliary vessel and the level of the fuel in the vessel is not high enough to keep the valve t closed. When after starting owing to the restored pressure inthe main tank the level of the fuel in the vessel a raises the valve t closes the vent n which then remains under normal conditions in closed position. The

air inc sed at the top of the vessel a forms an elastic bolster between the fuel containedy in the vessel and the fuel tends to rush in into the vessel through the passage c. When fuel. is delivered to the carburetor the air bolster expands and allows fresh fuel to come in from the main tank. When on the other hand the pressure of the gases in the main tank ceases it is desirable to a ain uncover the vent n in order to allow o a avity feed for the next starting of the mac ine. While this is attained without further means owing to the contraction of the gases and to their escape through the passage c I prefer to provide the prolongation 'v of the passage c which dips under the normal level of the fuel in the vessel a. When the pressure in the main tank ceases the Aiiuid column in the pipe surges back ,through the prolongar tion v a quantity of fuel suicient to cause the valve t to uncover the vent n. By this means the system is enabled to feed the fuel by its own gravity to the carburetor at every starting of the engine, notwithstanding the vlssel being normally closed to the atmosp ere.

The normally closed vessel has all advantage as against the open vessel as it feeds the fuel to the carburetor even in the case the latter being on the same or on a higher level as the vessel. This happens often in hill-climbing when the automobile assumes a very steep position.

In Fig. 5 we see an air-valve t which is for the sake of better guidance and of interchangeability separated from its vfloat t. To keep the valve t closed notwithstanding the continued small movements of the float we may provide snap springs 1Q or the like means known in the art which are overcome only when the iioat moves into its extreme positions.l

As shown by the drawing, the central heating and cleaning pipes as well as the valves are easily removable for lcleaning and exchanging. Preferablythey are all arranged on and combined with the cover b of the vessel a. The cover bris fastened to the vessel a by the screws q. A- strainer p is held with its upper border between the cover b and the border of the vessel a projects down into the vessel and surrounds the heating pipes and the float valve t so as to afford a great area to the passing fuel.

What I claim is: 4

1. In a fuel feeding system a carburetor, a main tank, an auxiliary vessel located at a higher elevation than the mam tank, ducts connecting said vessel with the main tankand with the carburetor, a pipe within said vessel, `a duet connecting said pipe with the exhaust manifold of an internal combustion engine, and a second duct connecting said pipe with said main fuel tank, whereby the exhaust gases from the engine are caused to pass from the manifold to said pipe and thence to the main tank.

2. In afuel feeding system a carburetor, a main tank, an auxiliary vessel located at a higher elevation than the main tank, lducts connecting said vessel with the main tank and with the carburetor, a pipe within said vessel, a duct connecting said pipe with the exhaust manifold of an internal combustion engine, with said main fuel tank, whereby the exhaust gases lfrom the engine are caused to pass from the manifold to said pipe and thence to the main tank, and a pressure reducing valve arranged in said pipe.

3. Ina fuel feedin system a carburetor, a main tank, an auxi iary vessel located ata higher elevation than the main tank, ducts connecting said vessel with the main tank and with the carburetor, a pipe within said vessel, a duct connecting said pipe with the exhaust manifold of an lnternal combustion engine, a second duct connecting said pipe with said main fuel tank, whereby the exhaust gases from the engine are caused to ass vfrom the manifold to said pipe and t enc@ te the main tank, and' means ara second duct connecting said pipe 1ero rangedoin the pipe for cleaning the said gases.

4. In a fuel feedingi system a carburetor, pipe and t a main tank, an a ary vessel located at float controlled valve in the duct hy the exhaust gases from the engine are caused to ass ein the manifold to said ence to the main tank, a

connecting 15 a higher elevation than the main tank, ducts the vessel with the main tank.

connecting said vessel with the main tank and with the carburetor, a pipe within said vessel, a duct connecting said pipe with the exhaust manifold of an internal combustion engine, a second duct connecting said pipe with said mam fuel tank, where- In testimony whereof I aix my signature.

HANS HEID.

i Witness:

E. HcN, 

